Frank fcoxobny



F. POKORNY FLUID CONTROL MEANS FOR MOTORS Original Filed Nov. 17. 1919 m n W 3 Reieeued a. 7,-

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- Original Io. 1,501,100, dated December 7, lug-Serial Io. 888,747, fled Iovember 17, 1010. Application To all whom it Be it known I FRANK Poxoamr, a citizen of the United states, and resident of Mamaroneck, in the county of Westchester,

6 in the'State of New York, have invented oertain new and useful Improvements in Fluidsa Control Means for Motors, of which the following is a s ification. Y This invention relates to internal combus- 10 tion engines and my improvement is directed to means for automatically controlling the supply of fuel proportionately to the refinrements of the engine with relation to its P. M. rate, in order that neither more nor less fuel may be admitted to the intake manifold than will. satisfy the eflicient consumption needs of the engine in all its speed variations;

The difliculty lies in the fact that it is almost impossible through human control means toso vary the adjustment of the throttle valve as to regulate the fuel supply in proportion to the variable number of pie ton strokes per minute, and without such regulation the flow of fuel mixture cannot accord with the precise engine requirements in all its speed variations. In con uence the engine will either be flooded wit surplus fuel which it is unable to digest, or else the engine will be starved wit too lean mixture.

Therefore my invention has been devised for the purpose of providing automatic means, actuated by the aspiratory tension of the engin to'control the fuel supply, so that at a low P. M. rate the'volume of fuel mixture permitted to pass to the intake manifoldis restricted, but whenthe engine speed has increased considerably the fuel mixture assage opens u commensurately for the elivery o satis ying charges, the

7 increase in area pr essing in synchronism with the pick up'm motor speed.

But the automatic engine control comprising my invention will not permit the passage to the intake manifold of excess quotes of fuel'mixture at any intermediate sta e in the range of engine speeds, even tho the throttle valve may have been opene wide 'me control Wlll properly coordinate the el mixture supply to theengine speed.

. Briefly ex ressed, minvention consists ofmeansin udedintepassagefromthe upon starting up the engine, because the en- 1e1- reissue Med December .7, I lerlal Io. 806,887.

'carbureter to the intake manifold to normally restrict thecapacit of said so that at low engine s only a re ativ y small volume of fuel mixture may pass, the cross sectional areagof the fuel mixture pasbein governed b a vity, return vs vs whi duringthe initi portion of its opening movement 15 sluggish in operation so that onl a sufiicient quantity of fuel mixture w' of the .slu only sli t g during e rst or early portion of t e gine speed range.

The ravity return valve operates through a soled vacuum chamber whose rarefied condition increased as the valve advances in said chamber due to the fact that the opening to said chamber through which the suctlon pull of the eng ne is exercised enlarges more rapidly after the R. P. M. rate of the engine has entered upon a higher ortion of ish movement of the valve it will be delivered, because on account increase the passage opleningits speed range, and then, for the 'gher en- 'ne speeds the cross sectional area of the. el mixture passage. increases more rapidly, thus permitting the flow to the intake manifold of the greater, or. satisfying fuel mixture charges. The passage control, referred to is a function of the engine tension which var es according to the speed at which the engine operates; hence th1s control is purely engine control and automatic in its operation.

Of course, it is to be understood that the speed of the engine may, with my invention a plied, be controlled as before by the usual rottle valve, butthe speed of the engine will in turn serve to control-the 'uantity of fuel mixture that is admitte thereto.

Whereas without the use of my fluid control mea the effect of suddenly opening the thrott e wide, as under a heavy load or on a steep up-grade, would be to cause the engine to c can out from the manifold all the availpick u in en e speed, an then, before the car uretor as had time to function ac cording to the chan in engine the first, but unable fuel, resulting in a she momentary 1 00 however, the increasing volume of fuel mixto and by the pro massive increase in engine speed, whether t e throttle be slammed wide 0 by an inexperienced operator,.or skillfu y opened step-by-step in approved manner. I

Other features and advantages of my in-' vention will hereinafter appear.

In the drawing 'Figure 1 is a vertical sectional view of a fuel mixture passage embodying my improvement, an

Fig. 2 is a cross-section on the line 2-2 of Fig. 1.

In the drawing, let 1 indicate' a tube which is in communication with a carburetor (not shown), and let 2 indicate a tulie which communicates with or forms part of an engine intake manifold. The tubes 1 and 2 are connected, as by fla es, 3, 4, by means of an intermediary cylindrical caring, 5, which serves as a duct or passage for the fuel mixture flowing to the en inc. 1

In tube 1.1 have shown a t ottle valve 6, which however may be otherwise located.

I have also shown a sleeve 7 as constituting an interior lining for casing 5. This is for structural convenience, in that by this means the elements of the control means to be hereinaftendescribed, may be snugly contained within said sleeve, which latter is secured within the casing 5, that may be a casting, as by a threaded annulus 8 that is screwed into the lower end of the casing 5, the annulus 8 itself forming a supporting base for said elements.

In this manner, by removing the bolts 9 that unite flanges 3, 4 with the flanges 9 of casin 5, the latter, with the-contained control e ements, may be bodily removed from its line position.

Fitting within the lower portion of sleeve 7, to lie imposed upon annulus 8, is a concentric, tubular member 10, which is here shown as having the external annular steps or shoulders 11, 12, and is provided interiorly with. the centering arms 13 that carrv a centrally disposed nozzle or passage mem r 14. which is rovided with an axial orifice 15. Said or ce 15, which comprises the restricted passagefor the flow of fuel mixture whereby the engine may be operated at its idling or low speed, is represented as having an outwar y flared inlet 16 and an outward] flared exit 17, the intermediate. portion 0 said orifice being in cylindrical form.

The external form of member 14 is that of a double cone, having the upper conical portion 18 and the lower,-inverted conical portion 19, the junction of said conical portions reperesentin the major diameter of the mem r 14, w ose periphery, in the horizontal'plane of said major diameter co-acts with a tubular valve member 20 for the described.

The tubular valve member 20, which may be termed'a vi return piston, is vertlcally opera wi in a concentric housing 21, and at its lower portion saidvalve memher is slidable' contact with said housing. The thiclmess of wall of said valve member enables it to occupy the concentric space between the nozzle 14- at the major diameter thereof and the inner surface of housing 21 when'said valve member 20 is in its normal or lowermost position, to thus close the lguassage. represented biesaid concentric space,

t when said mem r 20 is moved upwardly, then an opening is rovided of varying extent, according to e height to which said member 20 is lifted, for the passage of further quotas of fuel mixture. The lowermost portion of member 20 is like e of re latedsu lemon uotas ture supply to the engine will be graduated of fue mixtur in'a mam iiii'to be li eii iafter a cylindrical apron which lies between the tubular member 10 and housing 21 and seats upon the step or shoulder 11 on tubular member 10 in its normal position. The interior wall member 20, between its most restricted portion and its apron like portion, is of conoidal form, to resent a convergent surface to the ascen 'n fuel mixture, whereas the inverted conoi al surface 19 of member 14, which is opposed thereto, has the tendency to outwar 1y deflect the passing fuel mixture, the intersecting currents of fuel mixture thus established assisting in the intermingling action of the elements comprising said mixture. This efiect it will be understood is particularl advantageous when the member 20 is li to provide a assage between it and member 14.

e member 20, at its u per portion, above the horizontal plane of its most restricted cross-sectional area, is in the form of an outwardly flared circular apron 22,

which terminates in a shorticylindrical portion 23, that lies normally within the lower, cylindrical surface portion 24 of an annular member 25, in conc ntric relation therewith, a slight clearance 0 1y separating said portions 23, 24.

Above said lower portion 24 of member" 25 the inner surface of the latter expands slightl in the upward direction to a point near t e upper end of said member 25, thence inclining inwardly; and, at its upper end the member 25 has the centerin arms 26 which sup rt acentrally dispose conoidal member 2 which, lying as it does in the axial path of the ascending fuel mixture, again deflects the cross currents thereof in their passage to the intake manifold.

An essential feature of the invention consists in' the provision of what I term a vacuum chamber 2:, which is bounded vertically between the opposed surfaces 'of shoulders 27, 28 respectively upon the valve member 'trically tween it and I between member 14 and valve 20 o onl slowly under the'sluggish or weight reertedthrough suction induced by created between the lower end .paasedto above the portion 24 of member 25,

I i motor at the greater R.

speed chambers, plus impinging lapse and concen- Kthe outer surface 29 of member and inner surfalce30ofhousixzfi2l, chamber contracting vertically wi the of member 20.

20: and the member 25,

and upward movement In practice,

gigs that, operating thlmllfig the clearance ween portions 23, 24, te to exhaus the vacuum chamber, but because that is slight the degree of engine tension at low R. P. M. rate is insuflicient toraise member 20 over morethan a small extent, and them foremember20failstoopen thep member 14 more than slightly, little additional fuel mixture is e engine in excess of the volume that through-orifice 15 du' this initial ra of movement of member In other wor thevalve member 20 may be said to be relatively heavy to the suction pull of the engine in its range of movement sothat represented by the distance the portion 23 travels to pas the portion 24. But when the ion 23 of valve member 20 has pamed then the inclined valve portion represented by apron 22 enters into opposition with the ex anded rtion of member 25, thereby consi erably increasing the clearance suction pull of the engine operates to evacuate the vacuuni chamber, so that the valve 20 becomes lighter as it were; or, more readily res 've to the incre tension of the P; M. rate at which the motor mud: operate in order to draw said valve upwardly to a point where the clearance begins to ex and.

Obviously, whi e the fuel mixture us up ed travel of said valve during the travel grtion 23 is p portion 24, which.- will during the relatavel low speed R. P. M. rate of the engine, a di erent condition will exidz with a relatively hi h R. P. M. rate under the more quick responsive operation ofthe valve 20, whi enlarges said fuel mixture p aforesaid proportionately to the engine range in which and enables satisf 'ng fuel mixture charges to ass to the in. e manifold.

While lift to the valve 20 is, at times during the motor 0 ion imparted by upward suction pumplidd to vacuum P ew. the inclined surface a 0 said valve, also a lift retarding influence or downward ull is exe vacuum of valve 20 and its opposed to the upward suction pull, becoming less effective as the clearance between apron 22 and the portion of member 25 inc 7 so that the valve 20 is subjected to opposing lift and drag forces oughalwa it is the suction pullof theen-' 22 an suction or drag through which the column be variable in seat 11, this auction influence, as

w drag orce) inthe' rst ortion of the valvea up-' ward or o movement, as pre- 0081 stated, v clearance between apron .the extpztnded portion of member 25 increases so the relatively lar area of surface 27', thus rendered more y exgmd to the upward suction influence, plus olumetric capacity of chamve acceleration in v movement of valve 20 assoonasthevalveportion23haspamed the cylindrical portion 24 of member 25.

It is important to note that the vacuum chamber as. is in communication through the space between the 20 and 30, with the chamber formed between the lower end of the valve 20 and its seat 11, whereby the vacuum in the chamber a: continuously acts upon the suction drag chamber during the upward movement of the member 20.

An important operative feature inherent to the use of my improved 'fluid control means is the contmuit in the intake manifol insured thereb under all variations of engine speed and notwithstanding the .throttle valve may be inexpertly manipulated. This is due to the con-' s the-lift di-tion provided wherein the increase in engine speed concomitant] tionately increased area orthe fluid way, so that the suction pull exe u by t e engine is at all times and in all degrees of its variable tension caizble of maintaining the fluid flow in unbro 11 column, though that creates a proporwhen the valve 20 is in its lowermost position the concentric fluid passage between said valve and member 14 is most closely restricted, and consequently the fluid flow at the then low rate of engine s ume but at relatively high velocit Assuming the throttle valv'eto be suitably opened the tendency of the'engine-will be to progressively increase in speed up to its maximum rate, it, continually with its advancing d,-a lead being maintainedand there fore with the greater suction force it exerts, raising the valve to enlarge the fluid and at each step in progression, the needful tension whereby the wherein a central flow of fuel mixture is pil'ovided for and also a concentric flow of cl mixture in variable volume,that while the central fluid flow is caused, by the flared mg volume of fluid is maintained unvolume. For example,

will be in small vol- Ill nozzle portion 17 and the deflecting member 27, to take a divergent upwardpath the outer, concentric fluid flow is convergmgl directed by valve surface a, and thus ca ,to impinge upon the central flow of fluid, so" that a fuel ulverizing effect is produced, and the fue mixture as a whole becomes more thoroughly blended and capable of more complete combustion.

' t irough its vertical extent a dwe l will be constant until the valve As a further inventive feature the upper colloidal portion lSof-u'IemhQr 14 is provided with steps 31, which are successively passed by the restricted rtion of valve 20 in the o ation of the utter, each ste afiording area past which the volume of ascending fuel mixture restricted portion has moved into passage relation with a succeeding ste to either increase or diminish the fuel mixture passage according to whether said valve is risin ing. By this means there is provi ed a further precaution a ainst the delivery of too large a volume 0% fuel mixture for a particular engine speed, because the dwell period or extent gives the engine the opportunity to speed up to the point where it needs an increased fuel mixture supply before the volume thereof is enlarged.

Inversel in the slowing down of the engine s the volume of fuel mixture admi past these steps is correspondingly ted.

t will be a parent that while the passage between mom r 14 and valve 20 is referred to herein as a fuel mixture passage for use in the particular example of'my invention illustrated, it is susce t1 1e of a wider ran e of usefulness in car uration and may c more broadly referred to in the claims as a fluid assage, to be inclusive of either air or in or mixtures thereof.

Also it will be obvious that the principle involved in my invention is apphcable to fluid control for carburetors and engines in an desirable manner.

ariations within the spirit and scope of my invention are equally comprehended by the foregoing disclosure.

I claim.

1. The method of varying the volume of fluid supplied to an internal combustion engine having fluid control means, which consists in applying the tension created in the aslsiratory operation of the engine as suction p upon said control means, and in applymg a drag force to said control means 1n opposition to said suction pull, with the suction pull preponderating during the lower range of engine speed, forsluggishly increasing the volume of fluid passing to the engine as the engine speed increases, and increasing in its preponderance through the higher e ine speed ranges, to more rapidly increase lfie volume of uid passing to the e e as the engine speed then rises at a higfir progressive ratio.

2. The method of varying the volume of fluid supplied to an internal combustion enor fallincreasing the volume of fluid passing gine havin gravityt return fluid control means, whifii consists-in applying the tension created in the aspiratory operation of the engine as means, and in applying a drag force to said control means, supplemental to gravity, in opposition to said suction pull, with the suction pull preponderatin for sluggishly increasing the volume of theengine as the engine speed inc T is method of vary the volume of fluid supplied to an intern dfcombustion engine having gravity return fluid control means, which consists in applying the tension created in the aspiratory operation of the engine as suction pull upon said control means and in applying a drag force to said contro means, supplemental to gravity, in opposition to said suction ull, with the suction pull fpreponderatin d urin the lower ran 0 engine spee for s uggishly to the engine as the engine speed increases, and increasing in its preponderance through the higher engine s increase t e vo'ume of uid to the engine as the engine speed t en rises at a higher progressive ratio.

4. The method of 'proportioning the volume of fluid su plied to'internal combustion engines whic consists in varyin the capacity of the fluid passage throng the force created by the engine in its aspiratory operation, as opposed to gravity supplemented by a vacuum drag, and in causing said variation to be relatively small at low engine speeds, but enlargin with progressively increasing rapidity t ough higher engine speed ranges.

5. The method of roportioning the volume of fluidsupplies to an internal combustion engine according to the speed of the of the engine which consists in varying the volumetric capacity of the fluid assage through the suction force created y the engine in its aspiratory operation, as opposed to gravity, and wherein a vacuum drag force is exerted oppositely to the suction force, to supplement gravity, through a given range of variation for the fluid passage capacity, said vacuum dra force becoming retrogressively of less re ative eflectiveness as the fluid passage capacity increases beyond its said low range of variation.

6.- An internal combustion engine having control means operable through the suction pull created by the engine in its aspiratory operation to permit the supply flow of fluid to increase proportionately with the increase in engine speed, means for establishing a vacuum drag force, opposed to the suction pull, to retard the actuation of said control means through the low engine speed range, and means co-acting with said control means suction pull upon said control eed ran e, to more rapidly uid passing to lapse whereb the suction pull increases in its 5 rance over the dra force to'accelerate the actuation of sai control means through thehigher engine speed.

7. n internal combustion, engine having avity return fluid control means operable t oughthe suction pull created by the en-' gine in its aspiratolly operation to permit the supply flow of flui to increase proportionately with the increase. in engine 5 eed, means for establishing a vacuum drag orce,

supplemental to gravity, opposed to the suction pull,'to retard the actuation of said control means through the low engine speed' range, and means co-acting with said control means, whereby the suction pull increases in its preponderance over the drag force and.

gravit to accelerate the actuation of said contro means through the higher engine speed range.

8. The combination, with an internal combustion en ine, of means permittin the passage of a ed minimum flow of uid, a avity return valve, means co-acting with said valve for the passage of an additional flow of fluid in progressively increasing volume according to the increasing speedof the en ine, means whereby the suction pull create engine is applied as a lifting force to said va ve and means whereby a vacuum force operates as a drag upon said valve, the said lift initially exceeding the gravity and drag forces in relatively small de ree, but progressively increasing beyon that excess with the passa e enlarging lift of said valve.

9. The com ination, with an internal combustion engine, having a fuel mixture assage, of a nozzle with a central orifice or minimum fuel mixture delivery, a gravity return valve to co-act with said nozzle for the passa of supplemental fuelmixture uotas, said valve operating in a vacuum c amber under the suction pull of the engine, to regulate the delivered quantity of supplemental fuel mixture, and means for varyin the degree of the engine suction pull exerte u on said valve in accordance with the R. P. rate of the engine, whereby only satisfying fuel mixture charges are ermitted to pass to the engine at its different speeds.

10. The combination, with an internal combustion engine, having a fuel mixture passage, of a centered nozzle member in' said passa c, said nozzle being externally of conoi al form and having an axial orifice, a concentric gravity return valve to co-act' with said nozzle member for the passage of fuel mixture betwwn said valve and nozzle member, an annular member to com rise with said valve a vacuum chamber, in w ich chamber said valve may operate, co-acting portions of said valve and nozzle presenting a slight clearance for the exertion of engine by the aspiratory operation of thetension at low engine a d to operate said valve, and means where y said c earance is enlargedas the engine speed mounts to permit the deliveryof greater fuel mixture charges.

- 11. The combination, with an internal combustion engine, havin a fuel mixture passage, of a centered nozz e in said passage for the inflow of fuel mixture in minimum volume, a concentric, gravity return valve -to "co act with said nozzle at the external diameter thereof, to permit the flow of regulated quantities of fuel mixture, an outwardly;- inclined circular apron formin part of said valve and having a cylindrica portion, an annulus having a cylindrical portion and an inner, expanding surface continuing therefrom, a vacuum chamber bounded by said valve and annulus, said chamber being in normal communication with the fuel mixture passage, to besubject to the suction pull of the en a through a clearance separating the a oresaid cylindrical portions, which clearance remains constant during the first portion of the valve opening movement, whereby the initial valve movement is relativel slu gish at the lower range of engine spee f said clearance progressivel when said cylindrica valve portion has passed the cylindrical portion of said annulus, whereupon the inclined apron of said valve co-acts with the expanding surface of said annulus, in the continued operation of the valve, thus enabling the suction pull of the engine to more rapidly operate the valve for the pamage of larger fuel mixture charges, to. satisfy the engine in its higher speed range.

- 12. The combination, with an internal combustion engine, having a fluid passage,

increasing .in area bustion engine, comprising, in combination,

a passage-way, fluid control means to constantly maintaina restricted opening through said passage-way, means whereby said fluid control means is variably subject to the aspirato pull of the engine for its operation in which it permits the volume of passing fluid to increase, andmeans whereby vsaid fluid control means is directly and variably subject reversely' to the a ira pull ofthe engine, to retard its flui volume increasing operation.

14. Means for varying the volume of fluid mixture supplied to an internal combustion engine, comprising, in combination,

a passage-way, fluid control means to constantly maintain a restricted o ning th b said p-way, means w ereby said fluid control means is variably subject to the aspiratory pull of the engine for its operation in which it permits the volume of passin fluid to increase, means whereb said uid control means is directly an variably subject reversely to the as iratory pull of the engine, to retard its flui volume increasing operation, and means whereby the aspiratory pull of the engine is caused to apply preponderatingly to the volume increasing operation of the control means.

15. Means for va ing the volume of fluid mixture suppli to an internal combustion engine, com rising, in combination, a passage-way, flui control means to vary the opening through said passage-way, means whereby said fluid control means is variably subject to the aspiratory pull of the engine for its operation in which it permits the volume of passing fluid to increase, means whereby said fluid control means is variably subject reversely to the aspiratory pull 0 the engine, to retard its fluid volume increasing operation, means whereby the as iratory pull of the engine is caused to app y preponderatingly to 'the volume increasing operation of the control means, and means whereby the preponderance of aspiratory pull applied to the volume increasing operation of the control means becomes greater at the higher engine speed ra to more rapidly increase the volume 0 fluid passing to the engine as the engine speed then rises at a higher proive ratio.

16. Means for varying the volume of fluid mixture supplied to aninternal combustion engine, comprising, in combination, a passageway, gravity return fluid control means to vary the opening throu h said passageway, means wheneby sai fluid control means is variably subject, to the aspiratog pull of the engine for its operation in whi it permits the volume of passing fluid to increase, and means whereby said fluid control means, is variably sub ect reversely to the aspiratory pull of the engine, su plementa to gravity, to retard its fluid vo ume increasing operation.

17. The combination, with a fluid supply passage for internal combustion engines, of control means in said w to vary the volume of v g flui forward and rearward cham rs having difierent capacities lapse of which said control means formsa part, serving to diminish and increase the respective capacities of said chambers in its operation, means whereby the aspiratory pull of the engine is applied to said forward chamber, to rarify it, and cause the movepassage for an internal combustion engine, s

of control means in said passage to vary the volume of passing fluid, forward and rearward chambers subject to the aspiratory action of the engine, and reversely operative to affect the movement of'said control means, said chambers being in communication. a

19. The combination with a fluid supply passage for an internal combustion engine, of movable control means in said passage to vary the'volume of passing fluid, spaced chambers subject to the aspiratory action of the engine and respectively operative to advance and retard said control means, said chambers being in communication whereby the a iratory action of the engine upon the one a ects the other. I

20, The combination with a fluid supply passage for an internal combustion engine, of a movable control element in said passage to vary the volume of passing fluid, forward and rearward chamberseach partly formed by said control means and sub ect to the asplratory action of the engine respectivel to create an advancing effect and a retar ing efiect upon said element, said chambers being in communication with each other.

21. The combination with a fluid supply passage for an internal combustion engine, of a'movable control element in said passage to the volume of passing fluid, forward an rearward chambers each artly formed by said control element an subject to the aspiratory action of the engine respectively create an advancin efiect an a retarding eflect upon said e ement. sa d chambers being in communication with each other, and a fixed centered nozzle in sa1d 'p w co-o ratin with said element. I Signed at the rou of Manhattan, in the city, count and tate of New York, this 6th day of r, 1922.

. FRANK POKORNY. 

